Aircraft



Dec. 9, 1930. M- H, DE HORA' y 1,784,723"

AIRCRAFT v Filed oct. 17, 1928' 2 sheets-'sheet 1 j- -ZfCi/Q. if. 5

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mnu-:5% [a 20', f2 z3 ATTORNEY v Dec. 9, 1930. M. H. DE HORA AIRCRAFT v Filed oct. 17, 1928 2 Sheets-sheet 2 1 Q n E i I J` Q h gl g1 a w N y@ N \l- IN'QENTQR V o A y v wrmssm Patented Dec. 9,1930

UNITED STATES PATENT OFFICE MANUEL HERRERA nl: HQBArOF NEW YORK, N. Y.

AIRCRAFT Application med October 17, 1928. Serial No. 313,145.

Another object of the invention is to provide a flying boat having a buoyant hull pro- I vided with a doubleI keel to facilitate landing upon either ice or water, and a pocket in the underside of the hull intermediate the respective keels which is formed with a restricted throat at the front which gradually increases in width to terminate in a rear open mouth, which pocket tends to ease the hull from the surface of a body of water when the necessary forward speed is maintained .as-

the head resistance upon the hull is materially reduced.

Another object is the provision of a ying boat having a double keel with parallel weighted skis extending the length thereof and being disposed on' opposite sides of the vertical center of buoyancy of the hull whereby any lateral tiltin or rocking of the hull will accordingly c ange the metacenter which will enable the hull to quickly right itself to its proper equilibrium.

A further object is to provide a hull for a flying boat or seaplane, which is provided with a stepped under bottom running fore and aft which lessens the draft of the rear of the hull and reduces the resistance'when moving over a body of water.

With these and other objects in view, the

4o invention resides in certain novel construction and combination and arrangement of parts, the essential features of which are hereinafter full described, are particularly pointed out in the appended claims, and are .g5 illustrated in the accompanying drawing, in

which e Figure 1 is a front elevation proved flying boat.

Figure 2 is a side elevation thereof.

5o Figure 3 is a bottom plan view.

of my im- Figure 4 isa vertical transverse sectional view on the line 4-4 of Figure 2.

Figure 5 is an enlarged vertical longitudinal section View.

Figure 6 is an enlarged detail vertical. 55 transverse sectional View on the line 6-6'of .Fi 1re 2.

. igure 7 is a front elevation showing the aircraft in a slightly tilted position in dotted lines.

Referring to'the drawings by reference characters, the numeral 10 deslgnates my improved flying boat in its entirety which includes a buoyant hull 11 embodying a plurality of air pockets or pontoons 12 above which 65 the cabin and deck superstructure 13 rises. The usual wings 14 extend from opposite sides of the superstructure while motors 15 are mounted thereon on the center of buoyancy of the craft and at equal distance on opposite sides thereof to thereto.

The bow of the hull 11 is pointed as shown in Figures 1 to.3 inclusive and is stream line throughout its lengthterminating in\ a nar# row stern where the usual vertical lrudder 16 and elevators or stabilizers 17 are mounted. The underside of the hull curves forwardly and upwardly to the prow' as at 18 and has two transverse steps 19 and 20 which reduces so the draft of the hull throughout its length and greatly reduces the resistance during travel of the hull through the Water which enables the craft to quickly rise when taking off.

The front under bottom of the hull is provided with'a transversely concaved pocket 20 which terminates at the bow below the water line in a restricted throat 21 which gradually increases to an enlarged open 9o mouth 22 which terminates at the step 19. The peculiar shape of the pocket also acts to reduce resistance of the hull through the water and aids in effecting quick rise of the craft in taking off. 9

The front under bottom of the hull is provided with spaced parallel runners or skis 23 which are in Ireality railroad rails as shown in Figure 6 of the drawing wherein give equilibrium they base flanges are bolted or otherwise se- 10o cured to the hull with the heads of the rails acting as the tread surface. The runners ice or snow at which time'thekeels constitute a double keel and are shaped to conform to the front upward curve of the hull, however, they terminate short of the pointed prow but extend rearwardly to the step 19 and the rear ends thereof are upturned as shown in Figure 5. The runners are quite heavy and are. disposed evenlyon opposite sides of the center of equilibrium of the hull to properly balance the same and give thereto a low center of gravity.

Mounted beneath the hull rearward of the step 20 are landing sprags 24.- to support and protect the tail end of the hull from dragging upon a supporting surface,-while at the extreme rear end, the hull is formed with a tunnel or poeket25 in which a ropeller 26 is disposed. The propeller is driven by an auxiliar motor 27 by which the craft may be driven t roughthe water in the event that the engines 15 should become disabled. A ships steering rudder 28 is mounted rearward of the propeller 26 and is operatively connected with the aircraft rudder 16 and is controlled by the same steering mechanism.

In practice, the hull of the aircraft floats on an even keel` as best seen in full lines in Figures l, 4 and 7 of the drawings and any lateral rocking of the hull caused by the same moving. over a rough body of water during ,taking off or landing of the aircraft willaccordingly change the metacenter as seen in dotted lines in Figure 7 wherein one of the keels is disposed below the horipered pocket formed therein and extending from the bow to the first step thereof, said pocket being transversely curved and terminating at its forward end in a restricted throat and at its rear end in an open mouth.

2. VIn an aircraft, a buoyant hull having a pocket formed in the forward portion of its bottom and being curved upwardly toward the bow of thecraft, runners secured to theminating beyond the rear end 'of said portion of said bottom.

In testimony whereof I have affixed my signature.

MANUEL HERRERA DE HORA.

zontal level of the other. However, the hull will quickly 'rightitself to bring itself back to proper equilibrium, thus preventing the accidental capsi'zing of the same. Although, I have described the hull as that for a seaplane it may also take-off and land on act as runners or skis.

From the foregoing description, it will be seen that I have shown and described` a stable aircraft for taking off and landing on water, snow and ice, and wherein the underside of the hull is so constructed as to materially reduce resistance and aid in quick ly rising into the air'. y

While I have described what Ideem to bethe most desirable embodiment of my inveution, it is obvious that manyof the dei tailsmay be varied without in any way de parting from the lspirit of my invention,

and I therefore do not limit myself to the exact details of construction herein set forth f nor to anything less than the whole of my' invention limited only by the appended claims.

vWhat is'claimed as new is j l. In an aircraft, a buoyant hull having a bottom stepped transversely at intervals and being upt'urned in curved formation to the bow of the craft, said bottom having a tavlus 

